JPH08153067A - Data transmission method in data processing system suitable for use to car and data processing system for execution of said method - Google Patents
Data transmission method in data processing system suitable for use to car and data processing system for execution of said methodInfo
- Publication number
- JPH08153067A JPH08153067A JP7213889A JP21388995A JPH08153067A JP H08153067 A JPH08153067 A JP H08153067A JP 7213889 A JP7213889 A JP 7213889A JP 21388995 A JP21388995 A JP 21388995A JP H08153067 A JPH08153067 A JP H08153067A
- Authority
- JP
- Japan
- Prior art keywords
- data
- processing system
- data transmission
- data processing
- transmitted
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
- B60R16/0315—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for using multiplexing techniques
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
- B60R16/0315—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for using multiplexing techniques
- B60R2016/0322—Temporary code for documents to be reclassified to G08C, H04L or H04Q
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、制御装置とデータ回線
を介して制御装置に接続される少なくとも１つの周辺装
置とから成る、自動車への使用に適したデータ処理シス
テムにおけるデータ伝送方法、及びこの方法を実施する
ためのデータ処理システムに関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a data transmission method in a data processing system suitable for use in a motor vehicle, the data transmission method comprising a control device and at least one peripheral device connected to the control device via a data line. It relates to a data processing system for implementing this method.
【０００２】[0002]
【従来の技術】現在自動車の乗客は、車両が障害物又は
他の車両に正面衝突する場合、運転者及び同乗者用のエ
アバツグ及びベルト緊張装置のような拘束装置により効
果的に保護されるのが普通である。これらの拘束装置の
各々に対して、制御装置いわゆるエアバツグ始動装置に
より中央で監視及び制御される出力段が、拘束装置の駆
動のために必要である。更に運転者及び同乗者用の側面
エアバツグを設け、自動車の側面からの衝突の際これら
のエアバツグを始動させて、このような側面衝突の場合
にも乗客の安全を保証することも公知である。このよう
な側面エアバツグに必要な始動時間は、正面衝突の場合
運転者及び同乗者用エアバツグを始動させるための始動
時間に比較して、側面衝突の際における短い変形行程の
ため、非常に少ない。従つて中央エアバツグ制御装置に
既に存在する加速度センサのほかに、それぞれ扉範囲に
設けられ従つて中央から外れている少なくとも２つの別
の付加的なセンサを設けて、これらのセンサにより必要
な短い始動時間を実現することが必要である。中央エア
バツグ制御装置に存在するセンサの加速度信号は、力の
導入点までの大きい距離のため評価不可能なので、中央
から外れているこれらの付加的なセンサが必ず必要であ
る。なぜならば、必要な始動時間の時点にこの加速度信
号は、中央加速度センサが設けられている車両の中央空
間へまだ達していないからである。BACKGROUND OF THE INVENTION Currently, passengers in motor vehicles are effectively protected by restraint devices such as air bags and belt tensioning devices for the driver and passengers when the vehicle collides head-on with obstacles or other vehicles. Is normal. For each of these restraint systems, an output stage, which is centrally monitored and controlled by the control device, the so-called air bag starter, is required for driving the restraint system. It is also known to provide side air bags for the driver and passengers and to activate these air bags in the event of a side collision of the motor vehicle to ensure passenger safety in the event of such a side collision. In the case of a frontal collision, the starting time required for such a side air bag is very short compared to the starting time for starting the driver and passenger air bags in the case of a frontal collision because of the short deformation stroke during a side collision. Therefore, in addition to the acceleration sensors already present in the central air bag control device, at least two further additional sensors, which are respectively provided in the area of the door and thus are decentered, are provided, and these sensors provide the short starting required. It is necessary to realize time. Since the acceleration signals of the sensors present in the central air bag control system cannot be evaluated due to the large distance to the point of introduction of the force, these additional sensors out of the center are absolutely necessary. This is because at the required start-up time this acceleration signal has not yet reached the central space of the vehicle in which the central acceleration sensor is provided.
【０００３】５ｍｓｅｃ以下の短い始動時間を維持でき
るようにするため、これらの中央から外れているセンサ
は、中央制御装置により常に照会されねばならない。こ
れらの照会データは種々のシステム状態に関係し、一層
短い時間内に確実に伝送されねばならない。高い周波数
は遮蔽ケーブルを必要とするが、このようなケーブルは
費用上の理由から望ましくないので、伝送周波数には上
限がある。更に高い周波数では速いパルス立上りは高い
妨害レベルを生ずるので、データ回線の最高伝送周波数
は２０ｋＨｚを超過してはならない。最後に、中央から
外れている各センサ用の中央制御装置に、直列データを
読込むための固有の直列インタフエースが存在せねばな
らない。従つて中央制御装置は、少なくとも２つのこの
ような直列インタフエース、即ち自動車の左側に中央か
ら外れているセンサ用のインタフエースとして一般に市
販されているマイクロプロセツサが使用され、これらの
マイクロプロセツサは一般にただ１つの直列インタフエ
ースしか持つていないので、これらのマイクロプロセツ
サの使用は不可能である。中央から外れている両方のセ
ンサは同時に照会されねばならないので、多重法による
データの読込みも不可能である。In order to be able to maintain a short start-up time of 5 msec or less, these off-center sensors must always be queried by the central control unit. These inquiry data relate to various system states and must be reliably transmitted in a shorter time. High frequencies require shielded cables, but there is an upper limit on the transmission frequency as such cables are undesirable for cost reasons. The maximum transmission frequency of the data line must not exceed 20 kHz, since at higher frequencies fast pulse rises result in high disturbance levels. Finally, there must be a unique serial interface for reading serial data in the central controller for each off-center sensor. Thus, the central controller uses at least two such serial interfaces, i.e. microprocessors which are generally commercially available as interfaces for off-center sensors on the left side of the motor vehicle. The use of these microprocessors is not possible, as they generally have only one serial interface. It is also impossible to read the data by the multiplex method, since both off-center sensors have to be queried at the same time.
【０００４】[0004]
【発明が解決しようとする課題】従つて本発明の課題
は、特定の時間内に碓実なデータ伝送を可能にして、妨
害されるデータ伝送を確実に確認可能にする、自動車へ
の使用に適したデータ処理システムにおけるデータ伝送
方法を提示することである。SUMMARY OF THE INVENTION The object of the present invention is therefore to use in motor vehicles which enable a reliable data transmission within a certain time and a reliable confirmation of disturbed data transmission. It is to present a data transmission method in a suitable data processing system.
【０００５】[0005]
【課題を解決するための手段】このため本発明によれ
は、情報単位の伝送のため周辺装置がパルス幅変調信号
（ＰＷＭ信号）を発生し、このＰＷＭ信号の周期が目標
値として規定される。それにより各情報単位が、ＰＷＭ
信号の周期に相当する特定の時間内に伝送される。伝送
される各ＰＷＭ信号の周期が求められ、最初に規定され
た周期と比較される。不一致の場合伝送された情報単位
は制御装置へ伝送されない。それにより妨害されるデー
タ伝送を確実に確認し、対応する情報内容を無視するこ
とができる。Therefore, according to the present invention, a peripheral device generates a pulse width modulation signal (PWM signal) for transmission of an information unit, and the period of this PWM signal is defined as a target value. . As a result, each information unit is PWM
It is transmitted within a specific time corresponding to the period of the signal. The period of each PWM signal transmitted is determined and compared with the initially specified period. If they do not match, the transmitted information unit is not transmitted to the control device. Thereby, the disturbed data transmission can be confirmed reliably and the corresponding information content can be ignored.
【０００６】本発明による方法の有利な展開では、周辺
装置と制御装置との間のデータ交換が、周辺装置により
発生される割込み信号に基いて行われる。適当な伝送の
ために、制御装置として使用されるマイクロプロセツサ
は、一般に複数のキヤプチヤ入力用入力端を持つてい
る。このデータ伝送方法は、劃込み信号により伝送が自
動的に同期化されるので、同期化を必要としない。割込
み技術を使用する場合、情報単位を直列に伝送するのが
よく、最初の情報単位の伝送のためのレベル変化が割込
み信号として役立つ。In an advantageous development of the method according to the invention, the data exchange between the peripheral device and the control device is based on an interrupt signal generated by the peripheral device. For proper transmission, microprocessors used as control devices typically have multiple capture inputs. This data transmission method does not require synchronization because the transmission is automatically synchronized by the stagger signal. When using the interrupt technique, the information units are preferably transmitted serially, the level change for the transmission of the first information unit serving as an interrupt signal.
【０００７】本発明によるデータ伝送方法は、特に自動
車に使用されるデータ処理システム用に適している。こ
の場合制御装置は乗客保護システム用始動回路として役
立ち、周辺装置として中央から外れている複数のセンサ
装置に、それぞれデータ回線を介して接続されている。
このように中央から外れているセンサ装置は例えば自動
車の側面衝突を検出する衝突センサとして役立ち、それ
ぞれの側面エアバツグを始動させる。情報単位のデータ
伝送時間従つてＰＷＭ信号の周期は５００ｕｓｅｃであ
る。それにより、５００μｓｅｃのこのサイクルタイム
以内の始動準備という要求が満たされるので、５ｍｓｅ
ｃ以下の必要な始動時間を維持することができる。中央
から外れているセンサの情報は従つてすべて５００μｓ
ｅｃで制御装置により照会され、これは２ｋＨｚのデー
タ照会に相当する。The data transmission method according to the invention is particularly suitable for data processing systems used in motor vehicles. In this case, the control device serves as a starting circuit for the passenger protection system and is connected to a plurality of off-central sensor devices as peripheral devices via respective data lines.
The sensor device thus offset from the center serves as a collision sensor for detecting, for example, a side collision of an automobile, and activates each side air bag. The data transmission time of the information unit and accordingly the cycle of the PWM signal is 500 usec. As a result, the requirement for start preparation within this cycle time of 500 μsec is satisfied, and therefore 5 mse
The required start-up time below c can be maintained. The information of the sensor that is off the center is accordingly 500 μs.
ec is queried by the controller, which corresponds to a 2 kHz data query.
【０００８】本発明によるデータ伝送方法を、自動車へ
の使用に適したデータ処理システムについて、図面によ
り以下に説明する。The data transmission method according to the present invention will be described below with reference to the drawings of a data processing system suitable for use in an automobile.
【０００９】[0009]
【実施例】図１に示す始動回路１は、自動車における安
全装置例えば運転者エアバツグ、同乗者エアバツグ及び
側面エアバツグ用の制御装置として役立ち、中央加速度
センサ装置４、中央処理装置２、監視装置３出力段兼イ
ンタフエース７、及び始動手段従つてエアバツグの点火
薬への接続を行う差込み装置８を含んでいる。この始動
回路１の中央処理装置２には、いわゆる中央から外れて
いるなお２つのセンサ装置５及び６がデータ回線１８及
び１９を介して接続されている。側面衝突の確認のため
に設けられるこれらのセンサ装置５及び６は、一般にセ
ンサとして衝突センサ又は接触センサを含むか、又は衝
突前センサとして構成され、このため自動車の扉範囲の
近くに設けられている。始動回路１を形成する部品は印
刷回路板上に設けられ、ケースと共に自動車の中央位置
に設置されている。始動回路１の加速度センサ装置４は
加速度センサを含み、このセンサのセンサ信号は増幅装
置により増幅され、続いてフイルタ回路４３により妨害
パルスを除かれる。濾波されたセンサ信号は中央処理装
置２のＡ／Ｄ変換器２３によりデイジタル化され、評価
のためマイクロプロセッサ２１へ供給される。中央処理
装置２は更に記憶装置２２を含み、この記憶装置に始動
アルゴリズムが記憶されている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A starting circuit 1 shown in FIG. 1 serves as a control device for a safety device such as a driver air bag, a passenger air bag and a side air bag in an automobile, and has a central acceleration sensor device 4, a central processing unit 2 and a monitoring device 3 output. It includes a step and interface 7 and a plug-in device 8 for connecting the starting means and thus the air bag to the ignition charge. To the central processing unit 2 of this starting circuit 1 two so-called off-center sensor devices 5 and 6 are connected via data lines 18 and 19. These sensor devices 5 and 6 provided for the confirmation of side collisions generally include a collision sensor or a contact sensor as a sensor or are configured as a pre-collision sensor and are therefore provided near the vehicle door area. There is. The components forming the starting circuit 1 are provided on the printed circuit board and are installed in the central position of the automobile together with the case. The acceleration sensor device 4 of the starting circuit 1 comprises an acceleration sensor, the sensor signal of which is amplified by an amplifier device and subsequently filtered by a filter circuit 43 for disturbing pulses. The filtered sensor signal is digitized by the A / D converter 23 of the central processing unit 2 and provided to the microprocessor 21 for evaluation. The central processing unit 2 further comprises a storage device 22 in which the starting algorithm is stored.
【００１０】中央処理装置２には、更に別に設けられる
両方の中央から外れているセンサ装置５及び６のセンサ
信号がデータ回線１８及び１９を介して供給される。こ
れら両方のセンサ装置５及び６はそれぞれ同じに構成さ
れ、例えば衝突センサ５１及び６１、センサ信号を増幅
する増幅器５２及び６２、及びマイクロプロセッサ５３
及び６３を含んでいる。これらのマイクロプロセツサ５
３及び６３の目的は、衝突側面を確認し、適当な情報を
中央処理装置２へ送ることである。The central processing unit 2 is supplied with the sensor signals of the sensor units 5 and 6, which are provided separately from each other, via data lines 18 and 19. Both of these sensor devices 5 and 6 are configured identically, for example collision sensors 51 and 61, amplifiers 52 and 62 for amplifying the sensor signal, and a microprocessor 53.
And 63 are included. These microprocessors 5
The purpose of 3 and 63 is to identify the side of the collision and to send the appropriate information to the central processing unit 2.
【００１１】自動車の全運転時間中始動回路１は機能を
果すことができねばならないので、始動回路１は更に監
視装置３を含み、この監視装置３がセンサ装置４，５及
び６及び中央処理装置２の検査用検査パルス及び基準パ
ルスを発生する。監視装置３はデータ回線１７を介して
中央処理装置２に接続されている。中央から外れている
センサ装置５及び６のデイジタルセンサ信号は、中央処
理装置２及びデータ回線１７を介して監視装置３へ伝送
される。Since the starting circuit 1 must be able to perform its function during the entire operating time of the vehicle, the starting circuit 1 further comprises a monitoring device 3, which monitoring device 3 comprises the sensor devices 4, 5 and 6 and the central processing unit. The inspection pulse and the reference pulse for inspection of No. 2 are generated. The monitoring device 3 is connected to the central processing unit 2 via a data line 17. The digital sensor signals of the sensor devices 5 and 6 which are off center are transmitted to the monitoring device 3 via the central processing unit 2 and the data line 17.
【００１２】インタフエース兼出力段７は、始動手段従
つてエアバツグ用点火薬を駆動する出力段を含み、更に
出力段にあつて始動手段を持つ負荷電流回路と中央処理
装置２と監視装置３との間のインタフエースとしても役
立つ。更にこのインタフエース機能を介して、座席使用
確認装置の信号がデータ回線１２により、また診断信号
が別のデータ回線１３により、差込み装置８及びデータ
回線１４を介して導かれる。出力段信号は、データ回線
１４及び差込み装置８を介して運転者エアバツグ９ａ、
同乗者エアバツグ９ｂ、側面エアバツグ１０ａ及び１０
ｂ、及び運転者及び同乗者用ベルト緊張装置１１ａ及び
１１ｂへ供給される。The interface / output stage 7 includes an output stage for driving the ignition charge for the air bag according to the starting means, and further has a load current circuit having the starting means for the output stage, the central processing unit 2 and the monitoring device 3. Also serves as an interface between. Furthermore, via this interface function, the signal of the seat use confirmation device is led by the data line 12 and the diagnostic signal by another data line 13, via the plug-in device 8 and the data line 14. The output stage signal is transmitted via the data line 14 and the insertion device 8 to the driver air bag 9a,
Passenger air bag 9b, side air bags 10a and 10
b and the driver and passenger belt tensioning devices 11a and 11b.
【００１３】側面衝突の場合始動時間は、僅かな変形行
程のため正面衝突の場合に比較して非常に短く、 ５
ｍｓｅｃ以下でなければならない。自動車の中央に設け
られる始動回路１の加速度センサ装置４の加速度信号
は、力導入点までの大きい距離のため、まだ評価され
ず、必要な始動時間の時点に加速度信号がまだ車両の中
央空間へ達していないので、前述した短い始動時間が必
要である。従つて中央から外れているセンサ装置５及び
６により発生されるデイジタルセンサ信号は、中央処理
装置２により付加的に一緒に評価されねばならない。そ
の際側面エアバツグのために５００μｓｅｃのサイクル
タイム以内の始動準備が必要である。従つて中央処理装
置２は、中央から外れているセンサ装置の情報をすべて
５００μｓｅｃで照会して評価せねばならない。この時
間は２ｋＨｚのデータ照会に相当する。例えば次の機能
に関する情報が照会されねばならない。 機能１： システムが故障なしに動作する、 機能２： システムが始動する、 機能３： システムが警戒状態にある（衝突の始めに相
当する）、 機能４： システムが始動限界値の近くにある、 機能５： システムが反対側からの側面衝突を確認す
る。In the case of a side collision, the starting time is much shorter than in the case of a frontal collision because of a slight deformation stroke.
Must be less than msec. The acceleration signal of the acceleration sensor device 4 of the starting circuit 1 provided in the center of the vehicle has not yet been evaluated due to the large distance to the force introduction point, and at the required starting time the acceleration signal is still in the central space of the vehicle. Since it has not been reached, the short start-up time mentioned above is required. The digital sensor signals produced by the sensor units 5 and 6, which are thus decentered, must additionally be evaluated together by the central processing unit 2. At this time, preparation for starting within a cycle time of 500 μsec is required for the side air bag. Therefore, the central processing unit 2 has to inquire and evaluate all the information of the sensor device out of the center in 500 μsec. This time corresponds to a data inquiry of 2 kHz. For example, information about the following features must be queried. Function 1: System operates without failure, Function 2: System starts, Function 3: System is on alert (corresponding to the beginning of a collision), Function 4: System is near starting limits. Function 5: The system confirms a side impact from the other side.
【００１４】これら５つの機能は、センサ装置５及び６
により発生されるパルス幅変調信号（ＰＷＭ信号）によ
りそれぞれデータとしてすべて５００μｓｅｃ伝送され
る。上述した機能の各々を伝送するパルス線図が図２に
示されている。その際データ情報は、デユーテイ比によ
り、例えば図２に示しかつ例えば図３により具体的な数
値で説明するように符号化される。ここでデータ回線上
の高レベルに相当するパルス持続時間とデータ回線上の
低レベルに相当するパルス持続時間との和は、各パルス
幅変調に対してほぼ５００μｓｅｃである。These five functions are provided by the sensor devices 5 and 6
All of the data is transmitted by 500 μsec as a data by the pulse width modulation signal (PWM signal) generated by. A pulse diagram for transmitting each of the functions described above is shown in FIG. The data information is then coded by means of the duty ratio, for example as shown in FIG. 2 and as illustrated in FIG. Here, the sum of the pulse duration corresponding to the high level on the data line and the pulse duration corresponding to the low level on the data line is approximately 500 μsec for each pulse width modulation.
【００１５】始動回路１の中央処理装置２がパルス持続
時間、この場合５００μｓｅｃの時間を監視することに
よつて、故障監視が行われる。例えばパルスの２つの立
上り辺又は２つの立下り辺の間の時間が評価される。こ
の時間が約５００μｓｅｃでないと、データ回線に妨害
信号がある。それにより妨害されるデータ伝送が中央処
理装置２により確実に確認される結果、対応するデータ
内容は中央処理装置２へ伝送されない。Fault monitoring is performed by the central processing unit 2 of the starting circuit 1 monitoring the pulse duration, in this case 500 μsec. For example, the time between the two rising edges or the two falling edges of the pulse is evaluated. If this time is not about 500 μsec, there is an interfering signal on the data line. As a result of the reliable confirmation of the disturbed data transmission by the central processing unit 2, the corresponding data content is not transmitted to the central processing unit 2.
【００１６】中央から外れているセンサ装置５及び６の
データ回線上の低い伝送周波数にもかかわらず、必要な
短い始動時間を維持することができる。同時に、これら
のデータ回線における低い伝送周波数のため、遮蔽ケー
ブルを省略することができる。Despite the low transmission frequency on the data lines of the off-center sensor devices 5 and 6, the required short start-up time can be maintained. At the same time, because of the low transmission frequency in these data lines, shielded cables can be omitted.
【００１７】図１によれば、両方のデータ回線１８及び
１９は中央処理装置２のいわゆる″キヤプチヤ入力″へ
導かれる。ここでは割込み可能な入力端が用いられる。
適当な割込み信号がセンサ装置５及び６により発生さ
れ、例えばＰＷＭ信号の最初のレベル変化を表わす。そ
れにより入力端の不断の照会が不要になり、従つて貴重
な計算機容量が節約される。更にこの割込み方法では、
伝送が割込み信号によりキヤプチヤ入力に自動的に同期
化されるので、同期化も不要になる。According to FIG. 1, both data lines 18 and 19 are routed to the so-called "capture input" of the central processing unit 2. An interruptable input is used here.
A suitable interrupt signal is generated by the sensor devices 5 and 6 and represents, for example, the first level change of the PWM signal. This eliminates the need for constant inquiry at the input end, thus saving valuable computer capacity. Furthermore, with this interrupt method,
No synchronization is required as the transmission is automatically synchronized to the capture input by the interrupt signal.
【００１８】本発明によるデータ伝送方法は、図１に示
すようなエアバツグ及びベルト緊張装置の始動のため中
央から外れているセンサ装置を持つ制御装置に有利に使
用されるだけでなく、機関操作の分野でも同様に使用可
能であり、その場合中央から外れているセンサ装置の代
りに温度センサ、圧力センサ及び空気質量流量センサが
用いられる。The method of data transmission according to the invention is not only advantageously used in control systems having a sensor device which is off-center for starting the air bag and belt tensioning device as shown in FIG. It can be used in the field as well, in which case temperature sensors, pressure sensors and air mass flow sensors are used instead of the off-center sensor device.
【図１】本発明による方法を実施する乗客保護システム
用制御装置のブロック線図である。1 is a block diagram of a control device for a passenger protection system implementing a method according to the invention.
【図２】異なるデータ内容を伝送する種々のＰＷＭ信号
のパルス波形図である。FIG. 2 is a pulse waveform diagram of various PWM signals transmitting different data contents.
【図３】図２に示すＰＷＭ信号のパルスデユーテイ比を
示す表である。FIG. 3 is a table showing a pulse duty ratio of the PWM signal shown in FIG.
１ 制御装置 ５，６ 周辺装置 １８，１９ データ回線 1 Control device 5, 6 Peripheral device 18, 19 Data line
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｇ０６Ｆ 13/00 ３０１ Ｆ Ｈ０４Ｌ 12/28 (72)発明者 ハンス・シユピース ドイツ連邦共和国プフアツフエンホーフエ ン・シースシユテツテ12 (72)発明者 ペーテル・ホーラ ドイツ連邦共和国シユローベンハウゼン・ アルンバツハ・シユトラーセ57 (72)発明者 デリツク・ツエツヒマイル ドイツ連邦共和国シユローベンハウゼン・ バーンホー フシユトラーセ２─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 6 Identification number Internal reference number FI Technical display location G06F 13/00 301 F H04L 12/28 (72) Inventor Hans Schieups Pfatzfuenhof Ensis Schuttette 12 (72) Inventor Peter Hora Schulovenhausen Arunbachha Syutrase 57 (72) Inventor Deritz Zwetzheimer Schulovenhausen Baanhof Schuttraße 2
Claims (6)
９）を介して制御装置（１）に接続される少なくとも１
つの周辺装置（５，６）とから成るデータ処理システム
におけるデータ伝送方法において、 ａ）最小の情報単位としてパルス幅変調される信号（Ｐ
ＷＭ信号）を周辺装置（５，６）により発生し、その際
各ＰＷＭ信号の周期を目標値として規定し、 ｂ）ＰＷＭ信号を制御装置（１）へ伝送し、 ｃ）周期を伝送されるＰＷＭ信号の実際値として求め、 ｄ）実際値を目標値と比較し、不一致の場合伝送された
情報単位を制御装置（１）へ伝送しない ことを特徴とする、自動車への使用に適したデータ処理
システムにおけるデータ伝送方法。1. A control unit (1) and a data line (18, 1)
At least 1 connected to the control device (1) via 9)
In a data transmission method in a data processing system consisting of two peripheral devices (5, 6), a) a pulse-width modulated signal (P
WM signal) is generated by the peripheral device (5, 6), at which time the cycle of each PWM signal is defined as a target value, b) the PWM signal is transmitted to the control device (1), and c) the cycle is transmitted. Obtained as the actual value of the PWM signal, d) comparing the actual value with the target value, and if they do not match, the transmitted information unit is not transmitted to the control device (1), data suitable for use in an automobile Data transmission method in processing system.
込み信号によりデータ交換を行うことを特徴とする、請
求項１に記載のデータ伝送方法。2. Data transmission method according to claim 1, characterized in that data exchange is carried out by means of interrupt signals generated by the peripheral devices (5, 6).
る、請求項１に記載のデータ伝送方法。3. The data transmission method according to claim 1, wherein the data transmission is performed in series.
化を割込み信号として使用することを特徴とする、請求
項３に記載のデータ伝送方法。4. A data transmission method according to claim 3, characterized in that the level change is used as an interrupt signal for transmitting the first information unit.
実施するためのデータ処理システムにおいて、制御装置
として、それぞれデータ回線（１８，１９）を介して周
辺装置としての複数のセンサ装置（５，６）に接続され
ている乗客保護システム用始動回路（１）が設けられて
いることを特徴とする、自動車に使用されるデータ処理
システム。5. A data processing system for carrying out the method according to claim 1, wherein a plurality of sensor devices as peripheral devices are provided as control devices via data lines (18, 19), respectively. A data processing system for use in a motor vehicle, characterized in that a starting circuit (1) for a passenger protection system connected to (5, 6) is provided.
ｅｃであることを特徴とする、請求項５に記載のデータ
処理システム。6. The target value of the cycle of the PWM signal is 500 μs
The data processing system according to claim 5, wherein the data processing system is ec.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4425845A DE4425845A1 (en) | 1994-07-21 | 1994-07-21 | Data transmission method in a data processing system suitable for use in motor vehicles |
| DE4425845.3 | 1994-07-21 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH08153067A true JPH08153067A (en) | 1996-06-11 |
Family
ID=6523787
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7213889A Pending JPH08153067A (en) | 1994-07-21 | 1995-07-20 | Data transmission method in data processing system suitable for use to car and data processing system for execution of said method |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US5712784A (en) |
| EP (1) | EP0693401B1 (en) |
| JP (1) | JPH08153067A (en) |
| DE (2) | DE4425845A1 (en) |
| ES (1) | ES2158016T3 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2014516861A (en) * | 2011-06-14 | 2014-07-17 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Device and method for activating occupant protection means, activation system and vehicle |
| CN111746441A (en) * | 2020-06-30 | 2020-10-09 | 北京小米松果电子有限公司 | Vehicle control method and device |
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- 1995-07-04 EP EP95110403A patent/EP0693401B1/en not_active Expired - Lifetime
- 1995-07-04 ES ES95110403T patent/ES2158016T3/en not_active Expired - Lifetime
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2014516861A (en) * | 2011-06-14 | 2014-07-17 | ローベルト ボッシュ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Device and method for activating occupant protection means, activation system and vehicle |
| CN111746441A (en) * | 2020-06-30 | 2020-10-09 | 北京小米松果电子有限公司 | Vehicle control method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| DE59509299D1 (en) | 2001-07-05 |
| US5712784A (en) | 1998-01-27 |
| EP0693401B1 (en) | 2001-05-30 |
| EP0693401A3 (en) | 1998-07-01 |
| ES2158016T3 (en) | 2001-09-01 |
| DE4425845A1 (en) | 1996-01-25 |
| EP0693401A2 (en) | 1996-01-24 |
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